Control mechanism for empty and load brakes



March 30, 1937. w. E. INE 2,075,321

CONTROL MECHANISM FOR EMPTY AND LOAD BRAKES Filed Oct. 18, 1935 5Sheets-Sheet l W. E. WINE March 30, 1937.

CONTROL MECHANISM FOR EMPTY AND LOAD BRAKES Filed Oct. 18, 1955 sSheets-Sheet 2 March 30, 1937. w. E. WINE CONTROL MECHANISM FOR EMPTYANb LOAD BRAKES Filed Oct. 18, 1935 3 Sheets-Sheet 3 glwucnto'r/ m a". M

L; Strum- Patented Mar. 30, 1937 UNITED STATE ATENT OFFICE CONTROLMECHANISM FOR EMPTY AND LOAD BRAKES My invention relates to railway carsand more particularly to mechanism for varying the braking power of thefluid pressure brake systems of railway cars in accordance withvariations in the condition of loading of the car.

The principal object of the invention is to provide means subject to thepressure of lading within the car for cooperating with mechanismcontrolling the operation of apparatus capable of varying the brakingpower of the brake system.

A primary feature of the invention consists in providing, in combinationwith mechanism having a fluid pressure operated member movable differentdistances for controlling the operation of apparatus for varying thebraking power, means adapted to be actuated by the pressure of ladingwithin the car for limiting the extent of movement of the fluid pressureoperated member.

Another feature of the invention consists in associating with the fluidpressure operated member controlling the operation of apparatus forvarying the braking power of the brake system a member which isresponsive to the pressure of lading within the car and has a portionmovable into and out of a position for arresting movement of the fluidpressure operated member.

Other features of the invention, residing in advantageous forms,combinations and relations of parts, will hereinafter appear and bepointed out in the claims.

In the drawings:

' Figure l is a vertical sectional view illustrating the inventionapplied to the slope or floor sheet of a railway hopper car.

Figure 2 is an end View of the construction illustrated in Figure 1.

Figure 3 is a detail sectional view taken on line 33 of Figure 2.

Figure 4 is an under side view of the construction illustrated in Figure1, parts being broken away.

Figure 5 is a sectional view taken on line 5--5 of Figure 1.

Figure 6 is a diagrammatic view illustrating the apparatus for varyingthe braking power of the fluid pressure brake system of a railway carand the valve mechanism for controlling operation of the apparatus, thedifierent parts being shown in their normal positions which correspondapproximately to the positions they occupy when the car is loaded.

While the invention has been illustrated as applied to the floor orslope sheet of a railway hopper car, it will be evident that it may beassociated with other sheets or walls of the car defining the ladingcontaining space and also that it is not limited in its application tocars of the hopper type.

The apparatus for varying the braking power of the fluid pressure brakesystem of the car may be of any desired form of construction, theapparatus shown in the drawings being of the type whereby the brakingpower is varied by changing the leverage ratio of the brake rigging ofthe car. This particular apparatus, described and claimed in mycopending application, Serial No. 45,665, filed October 18, 1935,includes a pressure operated cylinder 1 and a distributing valvemechanism 2 having a slide valve 3 for controlling the flow of fluidpressure through a pipe 4 to the operating cylinder. The distributingvalve mechanism preferably receives fluid pressure from the train pipe(not shown) of the fluid pressure brake system of the car through apipe'5. The operating cylinder has an expansi-ble and contractible bellows 6to the inner end of which is connected a rod 7 and a guide sleeve 8. Ahelical spring 9 encircling the sleeve 8 is provided for maintaining therod and sleeve in their innermost positions within the cylinder.Associated with the cylinder 4 is mechanism for varying the leverageratio of the brake rigging (not shown) of the car-of the type disclosedand claimed in my copending application, Serial No. 8,372, filedFebruary 26, 1935. This mechanism includes a brake lever formed of twopivotally connected sections Ill and H and a membraking force of lessmagnitude than when member-l2 assumes a position (see Figure 6) in whichit is incapable of restraining movement of section Ill and the sectionsare, therefore, movable together as a substantially rigid unit. The endof member 12, which is cooperable with section in of the brake lever, issupported by links l4 pivotally connected to a bracket to which thebrake lever may also be pivotally connected and the other end of member1'2 is movably-connected to the outer end of rod 1 of the operatingcylinder by a bell crank lever l6, which is also pivotally mounted onbracket 15. It will thus be evident that,-when fluid pressure isadmitted to cylinder I, rod 1 causes member l2 to assume a position inwhich it will restrain movement of section of the brake lever but, whenthere is r no fluid pressure in the cylinder, rod 1, under the influenceof spring 9, causes member l2 to assume a position in which it isincapable of restraining movement of section 10. Accordingly,

, by being able'to vary the leverage ratio of the brake rigging,operating cylinder l functions to vary the braking power of the brakesystem. Slide valve 3, although being provided with a diaphragm I!constantly subject to the fluid. pressure within the distributing valvemechanism, is normally prevented from assuming a position enabling theflow of fluid pressure to the operating cylinder 1 by a slidable boltor'the like 18 which is disposed in the path of movement of the stem(30f the valve. Bolt I8 is provided with a pressure responsive diaphragm20 which; when subjected to fluid pressure, is adapted to move the boltto bring an aperture or opening 2| with which it is formed into aposition for receiving .valve stem Hi. When the bolt isin this position,

slide valve 3 is free to be moved by the fluid pressure within thedistributing valve mechanism to assume a position enabling the flowoffluid pressure to operatingcylinder I.

The mechanism for controlling the supply of fluid pressure to diaphragm20 andconsequently for also controlling the operation of the apparatusfor varying thebraking powerof the brake fluid pressure from the casingthrough a pipe 26 communicating with a chamberZ'I in which diaphragm 25of bolt I8 is located. Valve 25 is normally maintained in apositionpreventing the flow of fluid pressurejinto chamber 21 by aspring 28. I

:The flow of fluid pressure from the distributing valve mechanism 2through pipe 26 to the control valve mechanism is controlled by a slidevalve. 29. Associated with thisvalve-is a spring 39 for maintainingthevalve in a position per- .mitting the flow of fluidpressurethrough'pipe26 until the pressure within-thedistributing valve mechanism exceeds apredetermined value, for example thirty pounds, at' which time the forceexerted by the spring is overcome and the valve mechanism andestablishing communication througha cavity 32 in the .valvebetween. pipe26 and 'an atmospheric port 33 Which, if desired,

, munication with the atmosphere.

may be provided with a pipe 3a in open com- When the valve is in this.position, pressure within casing 22 is exhausted and the fluid pressureoperated member is returned to the position illustrated inFigure 6 bythe spring 26. From the foregoing, itwill be perceived that the controlvalve mecha- V nism is only supplied with fluid pressure during theinterval the flui-d pressure inthe distributing valve mechanism isbuilding up from a low or uncharged condition to a predetermined valueand that the passage ofifluid pressure from thecontrol-valve to thediaphragm 20 is controlled by the fluid pressure'operated member 24. Ifthe fluid pressure operated member 24 only moves a small amount,insufficient to'cause valve 251:0

,uncover' the port communicating with pipe 26,

bolt 1 8 will not be actuated to enable operation of l de valv b t if mmber .2 mq s i i fii ie i r is responsive to the pressure of ladingwithin the car and which is cooperable with the fluid pres-' sureoperating member 24 for controlling the ex-' tent of movement thereof,to the end that, when the car is empty or contains little lading, the

braking power of the brake system will be less than whenthe car is fullyloaded or contains a substantial quantity of lading. In the embodi mentof the invention illustrated in the drawings, this means comprises aflexible diaphragm or the like 34 which is carried by one ofthe sheetsor walls of the car, such as a slope or floor sheet 35, defining thelading containing space. The' diaphragm is preferably-secured to theouter side of the floor sheet and, so that it will be engaged by thelading within the car and thus be actuated between the outer portions ofthe diaphragm and 5 Operation of the apparatus for varying portions ofthe floor sheet bounding the opening is a circular ring or washer3'l. I

Secured to the floor sheet, as by bolts 38, is a supporting member orthejlike 39 having a sub stantially circular plate portion 40 arrangedin overlapping relation to the outer face of the diaphragm, the plateportion being advantageously of substantially the same size as thediaphragm,

and the securing bolts 38, preferably passing through portions of theplateadjacent itspe- 1,; riphery and adjoining portions of thediaphragm; the ring 31 and the" floor sheet35. The plate portion isdished outwardly to permit flexure of the diaphragmand it is preferablyformed so as to aflord a support for the major portionof thediaphragm,-when the latteris flexed outwardly by lading pressing againstit.

; The central portion of the plate 40 is provided 2 I V witha recess Al,the end wall" 42 of which is formed with an opening for receiving aplunger 1.

or the like'43 connected to and movable withthe diaphragm 34. Thisplunger, isformed 'in'a plurality of parts sothat it may be easilyconnected;

to the diaphragm and it includes an elongated rod-like member 44 and twoplate-like circularshapedmembers 45 and 46 respectively disposed tion 46of the plunger when the diaphragm is moved outwardly by the pressure oflading within the car. The diaphragm is normally maintained in aninwardly flexed position by ahelical spring 49 interposed between plateportion 46 of the plunger and the end wall of recess 4|.

erably integrally, adjacent one end by a transverse member 54 and whichat their other ends converge inwardly, as indicated at 55, and terminatein portions 56 overlapping opposite sides of bracket 5| for pivotalconnection thereto. The side bars are arranged in overlapping relationto opposite sides of the outer end portion of plunger 43 and they areformed with registering apertures for receiving a pin 51, which extendsthrough the plunger for pivotally connecting the arm thereto. The pin5'! may be conveniently secured against displacement by a cotter or thelike 58, which extends transversely of the pin through an opening formedtherein and also through openings formed in the plunger.

The transverse member '54 of arm 50 is disposed adjacent the outer endof the fluid pressure operated member 24 of the control valve mechanismand it is provided with laterally offset portions 59 and 60 which arerespectively movable into and out of the path of movement of thepressure operated member 24. Portion 59 is spaced suificiently far fromthe outer end of pressure operated member 24 that it will not be engagedby member '24 when the latter is actuated, but portion 69 is so arrangedthat it is capable of preventing member 24 from moving sufiiciently tocause valve 25 to uncover the port communicating with pipe 26 leading tochamber 21 in which diaphragm 2B is located. Furthermore, portions 59and 66 are so disposed that, when the diaphragm 34 in the floor sheet ofthe car is not subjected to the pressure of lading and is, therefore,flexed inwardly by spring 49, portion 59 will be disposed in the path ofmovement of pressure operated member 2 2 and when diaphragm 34 issubjected to the pressure of lading causing outward flexure of thediaphragm and movement of arm 50 into the dotted line position shown inFigure 1, portion 65 will be disposed in the path of movement of member24. It will, therefore, be evident that, when diaphragm 34 is notsubjected to the pressure of lading within the car, pressure operatedmember 24 may be moved sufliciently to cause valve 25 to uncover theport communicating with pipe 26 and thus cause operation of theapparatus for varying the braking powerof the'brake system,but, when thediaphragm is subjected to the pressure of lading, movement of pressureoperated member 24 is arrested before the member moves sufliciently touncover the port communicating with pipe 25 and thus the apparatus forvarying the braking power is prevented from operating.

It will, of course, be appreciated that the diaphragm 34 may be locatednear the bottom of the lading containing space of the car, so that itwill be operated when there is only little lading within the car or, asis preferable, it may be located sufiiciently above the bottom of thelading containing space that it will not be operated until there is asubstantial load in the car.

To protect adjacent portions of the pressure opera-ted member 24 and thearm 50 from injury, these parts of the mechanism are preferably housedwithin a hood or chamber 6| which may be conveniently cast integrallywith the plate 50 and is preferably of rectangular shape having sidewalls 62 connected at their outer edges by a wall 63. The control valvemechanism 22 extends into one end of the chamber SI and, at that end,the chamber is formed with a wall 64 and a flange 65 to which thecontrol valve may be easily secured as by bolts 66. The two sections 61and 6B in which the casing of the control valve mechanism is preferablyformed are not 'only connected together by bolts 66, but also by bolts69 which, in order that the control valve casing may be assembled as aunit before being secured to chamber 6|, do not have threadedengagement, like bolts 66, with adjacent portions of the casing.

Adjacent the inner end of arm 50, the side walls 62 of the housing mayadvantageously be provided with inwardly projecting lugs or the like lilwhich serve to guide the arm during its pivotal movement. One of theside walls of the housing is also formed with an opening ll throughwhich the pin 57 pivotally connecting arm 56 and plunger 43 may beinserted or withdrawn in assembling or disassembling'the mechanism.

It will be evident that, while in the embodiment of the inventionillustrated in the drawings the relative sizes of the head of plunger 43and the diaphragm 34 are such that the plunger is adapted to be operatedprimarily by the pressure of the lading exerted on the diaphragm,-therelative sizes of these parts may be altered so that the plunger willconstitute the part which is principally responsive to the pressure ofthe lading and, in this event, the diaphragm would principally serve asa means for closing the space between the outer edges of the head of theplunger and adjacent portions of the floor sheet. The constructionillustrated is particularly capable of alteration in this mannerbecause, since arm 53 engages the end wall 42 of recess 4'! when thediaphragm is flexed inwardly, it functions to limit inward movement ofthe plunger under the influence of spring 49 and the diaphragm,therefore, need not be relied upon for this purpose.

What I claim is:

1. In a railway car having a fluid pressure brake system, thecombination with apparatus for varying the braking power of the systemaccording to the light or loaded condition of the car, of mechanismcontrolling the operation of said apparatus including a fluid pressureoperated member movable different distances depending upon the conditionof loading of the car, and means movable independently of said fluidpressure operated member for limiting the extent of movement of saidmember, said means including a movable element engageable by the ladingwithin the car and adapted to be actuated thereby.

2. In a railway carhaving a fluid pressure brake system, the combinationwith apparatus for varying the braking power of. the system according tothe light or loaded condition of the car, of mechanism controlling theoperation of said apparatus including a fluid pressure oper ated membermovable different distances depending upon the condition of loading ofthe car, and means responsive to the pressure of lading within the carfor limiting the extent of movement of the pressure operated member,said means including an element having a portion movable into and out ofthe path of movement of said member. I

3. In a railway car having a fluid pressure brake system, thecombination with apparatus for varying the braking power of the systemaccording to the light or loaded condition of the car, of mechanismcontrolling the operation of said apparatus including a fluid pressureoperated member movable different distances depending upon the conditionof loading of the car, and means engageable by the lading within the caradapted to be actuated thereby for controlling the extent of movement ofsaid pressure operated member, said means including a member having aportion adapted under one condition of loading or" the car to bedisposed in the path of movement of said pressure operated member forarresting the movement thereof.

4. In a railway car having a fluid pressure brake system, thecombination with apparatus for varying the braking power of the systemaccording to the light or loaded condition of the car, *of mechanismcontrolling the operation of f said apparatus including a fluid pressureoperpressure brake system, the combination wlthapparatus for varying thebraking power of the system according to the light or loaded conditionof the car, of mechanism including a fluid pressure operated membermovable difierent distancesfor controlling the operation of saidapparatus, and means having a portion movable into and out of a positionfor arrestingmovement of said pressure operated member, said meansincluding means movably associated with'one of I said walls of the carand adapted to be actuated by lading within the car.

6. In a railway car having a fluid pressure brake system, thecombination with apparatus for varying the braking power of the systemaccording to the light or loaded condition of the car, of mechanismincluding a fluid pressure operated member movable different distancesfor controlling the operation of said apparatus, walls defining a ladingcontaining space, one of said walls having a relatively flexible portionadapted to be actuated by lading within the car, and means movable withsaid flexible portion adapted to assume a position for arrestingmovement of said pressure operated member. i

7. In a railway car having walls defining a lading containing space andalso having a fluid pressure brake system, the combination withapparatus for varying the braking power of the systemaccording to thelight or loaded condition'of.

the car, of mechanism including a fluid pressure operated membermovable'difierent distances for controlling the operation of saidapparatus, a "movable member having aportion adapted to be moved intoand out of a position for arresting movement of said pressureoperatedmember, and a flexible diaphragm incorporated in one of saidwalls ofthe car adaptedto be actuated by lading within the car foroperating said movable member. g e

8. In a'railway car having walls defining alad- I ing containing spaceand'also having a fluid pressure brake system, the combination withapparatus for'varying the braking power of the system according to thelight or loaded condition of the car, of mechanism including a fluidpressure operated member movable difierent distances for controlling theoperation of said apparatus, and means for limiting movement of saidpressure 013- erated member, said means including yieldingly mountedmeans associated with one of saidwalls of the car adapted to be actuatedby lading within the car, and a pivoted member operatively connected tosaid yieldingly mounted means and movable thereby into. and out of aposition for arresting movement of said pressure operated member. a

9. 'In a railway. car having walls defining a lading containing spaceand also having a fluid pressure brake system, the combination withapparatus for varying the braking. power of the systhe car, of mechanismincluding a fluid pressure operated member movable different distancesfor controlling the operation of said apparatus, a pivotally mounted armlocated exteriorly of said.

lading space and having a portion movable into and out of a position forarresting movement of said pressure operated member, and movable meansconnected to said arm and having a portion disposed within said ladingcontaining space, said movable means being adaptedto be operated by thepressure of lading within the car for actuating said arm.

10. In a railway car having walls defining a lading containing space andalso having a fluid pressure brake system, the combination with ap- 7.tem according to'the lightor loaded condition of paratus for varyingthe braking power of the system according to the light or loadedcondition of the car, of mechanism including a fluid pressure operatedmember movable different dis-.

tances for controlling the operation of said apparatus, a rigidsupportcarried by one of said walls of the car, an arm pivotally mountedon .said support having a portion movable into and. out of a positionfor arresting movement oi said pressure operated member, and meansmovably' associated with said support for actuating said arm, said meansbeingadapted to beoperated by the pressure of lading within the car.

11. In a railway car having walls defining a" lading containing spaceand also having a fluid pressure brake system, the combination withapparatus for varying the braking power of the system according to thelightor loaded condition of the car, of mechanism including a fluidpres--- sure operated member movable different distances for controllingtheoperation of said apparatus, arigid support carried by one of saidwalls of the car and having a portion provided 7 with an opening,movable means extending,

through said opening and being adapted to be operated by the pressure oflading within the car, spring means reslstingmovement of said movablemeansby the pressure oi -lading, and an arm pivotally mounted upon saidsupport adapted to be actuated by said movable means, said arm having aportion movable into. and out of a position for arresting movement ofsaid fluid pressureoperated means.

, 12. In a railwaycar having walls defining: alading containingspaceandalso having a fluid pressure brake system, the combinationwithape paratus for varying the braking power of the system according Ito the light or loaded condition of the car, of a rigid support carriedby one of said walls of the car,a device mounted upon said support andincluding a fluid pressure operated member movabledifferent distancesfor controlling the operation of saidapparatus, an element movablymounted upon said support having a portion movable into and out of aposition for arresting movement of said fluid pressure operated member,and means responsive j to the pressure of, lading within the car for. ac

tuating said element. p

13. In a railway car having walls defining a lading containing space andalso having a fluid pressure brake system, the combination withapparatus for varying the braking power of the system according to thelight or loaded condition of the car, of mechanism including a fluidpressure operated member movable difierent distances for controlling theoperation of said apparatus, one of said walls of the car being providedwith a diaphragm adapted to be actuated by the pressure of lading withinthe car, a rigid support secured to said last named wall in overlappingrelation with the outer face of the diaphragm, an arm pivotally mountedon said support having a portion movable into and out of a position forarresting movement of said pressure operated means, and means connectingsaid arm to the diaphragm for causing pivotal movement of the arm uponactuation of the diaphragm by the pressure of lading.

14. In a railway car having walls defining a lading containing space andalso having a fluid pressure brake system, the combination withapparatus for varying the braking power of the system according to thelight or loaded condition of the car, of mechanism including a fluidpressure operated member movable difierent distances for controlling theoperation of said apparatus, one of said walls of the car being providedwith a diaphragm adapted to be operated by the pressure of lading withinthe car, a rigid support secured to said last named wall and having aplate portion overlapping the outer face of the diaphragm, a plungerconnected to said diaphragm and projecting through said plate portion tothe outer side thereof, and an arm pivotally mounted on the outer sideof said plate portion movably connected to said plunger, said arm havinga portion movable into and out of a position for arresting movement ofsaid pressure operated member.

15. In a railway car having a fluid pressure brake system, thecombination with apparatus for varying the braking power of the systemaccording to the light or loaded condition of the car, of mechanismcontrolling the operation of said apparatus including a fluid pressureoperated member movable difierent distances depending upon the conditionof loading of the car, means responsive to the pressure of lading withinthe car including a member having a portion movable into and out of aposition for arresting movement of said pressure operated member, andmeans rigid with the car aiiording a housing for cooperable portions ofsaid members.

16. In a railway car having walls defining a lading containing space andalso having a fluid pressure brake system, the combination withapparatus for varying the braking power of the system according to thelight or loaded condition of the car, of mechanism including a fluidpressure operated member movable different distances for controlling theoperation of said apparatus, a support rigid with one of said walls ofthe car provided with a chamber, one end of said pressure operatedmember projecting into said chamber, an arm pivotally mounted on saidsupport having a portion disposed within said chamber cooperable withsaid pressure operated member for arresting movement thereof, and meansresponsive to the pressure of lading within the car for actuating saidarm.

WILLIAM E. WINE.

